Rail anchor for railways



M rch 192 a 7 J. A. HYLE ET AL RAIL ANCHOR FOR RAILWAYS Filed Nov. 4, 1926 Patented Mar. 22, 1927.

UNITED STATES 1,622,036- PATENT OFFICE.

JACOB A. KYLE, OF ATLANTIC CITY, NEW JERSEY, AND NEBVON H. SCOTT, 0F PHILA- DELPHIA, PENNSYLVANIA, ASSIGNORS TO CONTINENTAL PORATION, A CORPORATION OF DELAWARE.

RAILWAY SUPPLY COR- BAIL ANCHOR FOR BAILWAYS.

Application filed November 4, 1926. Serial No, 148,108.

This invention relates to new and novel improvements in one-piece rail anchors or anti-rail creepers designed to be secured to the base portion of railroad track rails, and in en agement with stationary parts of the road for the purpose of preventing longriltudinal displacement of the rails during t e passage of the rolling stock thereover The prime object of the invention is to provide simple, novel, economical, practical, durable and thoroughly eflicient means formed from a single piece of high grade spring steel possessing the requisite maximum stren h, which may be easily and readily app ied to the base of a track rail and securely retained in its proper opera-' tive or stationary position thereon, and which will always effectively grip the rail and co-o erate with a stationary part of the road be to prevent any creeping of the track rail.

Another object of the'invention is to so construct the improved device that it will always maintain an extremely efiective grip and a firm frictional engagement with the track rail under all conditions of service.

Further objects of this invention are to so construct the novel rail anchoring device that it will successfully resist the creeping of the track rail; that it may readily be removed and re-applied an number of times and always retain its e ective tension and gripping power that it furnishes the required caring sur ace against the railroad tie and projects downwardly into the road ballast, and is so formed at the point where it extends into the ballast that the vibration and wave motion of the track rail will push the ballast a art so that it will not be in con: stant an actual contact with said ballast, thus avoiding interference with the railway electric signalling systems such as are now employed. v

The foregoing and such other objects, as may appear from the ensuing description are attained by the construction, location, arrangement and combination of the parts hereinafter more fully described. illustrated in the accom anying drawings, and particularly pointed out in the claims appended hereto, it being understood that slight changes in the precise shape, form, pro portions and minor details of construction may be resorted to without departing from showin the device in contact with the spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings forming a part of this specification it will be seen that:

Figure 1 is a side elevation of the improved device embodying our invention,

both sides of the ass of a track rail. V Fig. 2 is a side elevation showing the device secured to one side of the base of a track rail, showing substantially its position before being snapped into contact with the op osite side of the base of the rail, and

1g. 3 is a perspective view showing the anchor device detached and removed from the track rail.

In the embodiment of our invention as illustrated, the numeral lydesignates a railway track rail, and 2 an underlying crosstie forming a stationary part of the railway road bed and supporting the track rail, the said rail having a tendency to creep, when subjected to thestress of the travel of the rolling stock thereover.

Our novel rail anchor is formed from a single round rod or piece of .high carbon spring steel of the desired or required length, and may be of any suitable diameter possessing the required strength, preferably about seven-ei hts of an inch in diameter for a part of its length, and then reduced to about five-eighths of an inch in diameter from a point intermediate its length to the opposite end thereof, that is, the large headed or jaw portion 3 formed at one end and being about seven-eighths of an inch indiameter is bent upon itself in the manner shown, and is adapted to be securely clamped to one edge of the track rail base, and the same diameter, is allowed to continue until the oint 5 is'reached, when the diameter is re need to five-eighths of an inch, which diameter is continued throughout the remainder of its length. 7

It will be perceived that the shouldered portion 7 of the anchoring. device rests in contact with the lower face of one side of the rail base, and from said shouldered portion it extends downwardly a suitable distance to the point 8 where it is bent upwardly to the point 9, which is ada ted to also contact with the lower face of t e rail base, thus forming a lateral and vertically disposed U-formation, and from the poimt 9 it is bent downwardly, as at 8 intermediate the U-formation, said downwardly bent portion terminating at the point 9 from whence it is bent outwardly and upwardly as is clearly shown in thedrawings, terminating with upwardly extended beveled end portion 10 adapted to snap into contact with the other side of the track rail base as is clearly shown in Fig. 1.

The body portion of the anchor 'is so formed that the large depending portion is adapted to rest and provide the desired bearing surface against the railway crosstie 2, and the U-formation constitutes a double bearing surface in contact with the lower face of the rail base, while the reduced portion of the body is so bent and formed as to provide a depending resilient or springy portion toward one end thereof, for the urpose hereinafter described.

It wil be seen that the lowermost portion of the U-formation will normally rest within the road ballast, and it is so formed and disd that the vibration and wave motion of the rail during the travel of the rolling stock thereover will cause the ballast to be pushed apart so that it will not be in close and constant contact with said ballast thereby preventin interference with the railway e ectric signa ling systems now employed.

In applying the anchor device to the track rail it is first placed in its proper position with relation to the rail with the inner end of its jaw or headed portion 3 in engagement with the upper and outer surface of one side of the rail base, and its body portion and free end ortion resting beneath the bottom of the rai, thus causing said outer end portion to be under a resilient upward tension then by striking the outer surface of the jaw or head portion with a spike mall or other suitable tool, said jaw portion is drive into its proper position, overlapping one edge of the rail base, while its outer free end portionwill rest in close proximity with the opposite end of the rail base, as is clearly shown in Fi 2, when by imparting a holding blow to t e rear part only of the depending reduced springy or resilient portion as shown at 8', that is of.suflicient force to jar the free end, will cause the outer end ortion 10 to immediately snap upwardly into tight contact with the other edge of the rail base, asclearly shown in Fig. 1, the anchor being so constructed that said outer end ortion will maintain an intense grip or c ampingv action on the rail, and any tendency of the rail to creep will'cause its downwardly extended portion to tightly contact with the cross-tie and thus necessarily impart a twisting action to the anchor thereby materially increasing and intensifyirgg its gripping action on the rail and thus 1' ucing t e liability of the rail creeping under any'and all conditions.

It will be understood that this anchor device may be formed by any suitable or desirable machine or in any manner most convenient and economical, the rod of spring steel from which it is made being heat treated. Further, that the rod may be made of any suitable or desirable dimensions throughout its length.

Having thus describedour invention what we claim and desire to secure by Letters Patent is:

1. A single piece rail anchor comprising a jaw portion at one end, a dependin resilient portion transversely disposed wit relation to said anchor, said resilient portion being in contact with the lower face of the rail in longitudinal alinement with the rail, and an upwardly extended portion at its other end.

2. A single piece rail anchor comprising a jaw portion at one end, a resilient depend ing portion transversely disposed with relation of said anchor, said resilient portion being in contact with the lower face of the rail in longitudinal alinement with said rail and intermediate the ends of the anchor.

3. A single piece rail anchor comprising a jaw portion .at one end, a depending U- shaped resilient portion transversely disposed with relation to the anchor and having double contact with the lower face of the rail in alinement with said rail, and an upwai'dly extended free portion at its other en 4. A single piece rail anchor comprisin a jaw portion at one end a laterally and vertically disposed depen in resilient U- snaped p'dition adjacent said jaw, a resilient depending portion intermediate said U- shaped portion, and an upwardly extended portion at its other end.

5. A sin le piece rail anchor comprisin a thickened aw portion at one end, a laterzfily and vertically disposed depending U-shaped portion having a double contact with the under face of a track rail intermediate the side edges of said rail, and a reduced portion within said depending portion termlnating at the other end with an upwardly extended and beveled clam ing portion. 6. A single iece rail anc or comprising a jaw at one en an intermediate laterally depending resilient portion, a downwardly delpending portion intermediate said lateral y depending portion, and an upwardly and outwardly extended portion terminating Wlll a beveled upright portion at its other en :7. A single piece rail anchor com risin a aw portion at one end, a laterall epen ing resilient U-shaped portion, a ependin reslhent portion intermediate said U-shape portion, and an outwardl extended portion terminating with an upright beveled portion at its other end.

and upwardly 8. A single piecerail anchor formed from a round spring steel rod with a thickened a round spring steel rod with a jaw portion jaw portion at one end, a laterally do end- 10 at one end, an intermediate laterally deing reduced resilient portion, a reduce porpending resilient portion, a depending ortion between said depending portion termi- 5 tion intermediate said laterally depen ing nating at the other end with a beveled portion, and an upwardly and outwardly clamping portion. extended portion at its other end. JACOB A. HYLE.

9. A single piece rail anchor formed from NERVON H. SCOTT. 

